Airplane booster



July 13,1937. y c. D. FATOR l ,AIRPLANE BOOSTER Filed Dec. 7, 195e mi for Zag/@a Fc'zfw:

Patented July 13, 1937 .UNITED STATES PATENT OFFICE- Y 22,086,545 u' AIRPLAE BOOSTER Charles D. Fator, San Antonio, Terr. Application December 7, 1936, serial No. 114,649

7 Claims. 1*(Cl. 244-52) Granted under the act of March 3, 1883, as

,amended April 30, 1928; 370 O. G. 757) This invention described herein may be manufacturedand used byor for the Government for governmental purposes, without the payment to me of any royalty thereon.

'I'his invention relates generally to control ap-l paratus for airplanes, more particularly it is directed to an emergencycontrol booster to right the position of the plane instantly when it is diverted Yfrom its course beyond ordinary steering apparatus,

OneY object of the invention is control of the to provide an emergencyv control apparatus which will prevent spins or stalls particularly at low Another object of the invention is to prevent altitudes.

nosng over whenlanding or taking olf, particularly on a soft field. n

Other objects of the invention greater safety in living. particularly While train-l are to provide ing, in flight tests and also to prevent Whip spins. With tbese'and other objects in view this in` venticn consists in certain novel struction, combination andv arrangement o f parts details of conto'be more iuily vhereinafter described and set forth in the accompanying claims Referring more'particularly to t he accompanying drawing in which' corresponding' parts are indicated by similar reference cha racters Fig. 1 is va side view 'partially in sectionvof an airplane tail (airfoil controlgroup) showing the method of'attachrnent ofthe emergencybooster and thef elevating'.v and depressing Fig. Z-isafto'p' plan view partial an airplane'` tail group showing th lar movement of the booster, andy Fig. 3 is a` detail sectional mechanism; ly in section of e lateral anguviewof the booster and a portion of the'A attaching means.

Briefly stated,v this' invention consists of a booster.` device comprisingfan` auxiliary rocket engine which is attached'to'the; tail of an airplane f and which is adaptedto be turned at an angle by al mechanism controlled by the rudder and elevators. discharge( -The auxiliary engine gasinto the surroundi to thuschange the angle of direction `plane when it has gotten off of'its In flying the Apresent day type of airplane, vdiy is`utilized to ng atmosphere of the aircourse.

rectional (yaw) and lateral (rolling) and elevation (pitch) control is maintained by the pilot manipulating his hand controls operated 4certain respective airfoi to cause to be l controls that are'operatively mounted in proper position, in

the air-stream on the airplane.`

Unfortunately,

from the standpoint of danger `in losing control of ran airplane in flight; the 'eiectual action of the airfoil controls is dependent u pon the flow f the air's'tream over their surfaces, being more or less direct and above the critical (minimum) velocity, i. e., the air-stream must be of sufycient velocity and actually pass over the surfaces of the airfoil controls. Thus if the airplane in flight 5 is caused to fall below the critical speed, not only do the wings cease to support the Weight of the airplane, but the airfoil controls, especially the rudder and theelevators, are rendered ineffectual, the airplane is said to be stalled or out of control.

Stalls may be caused by climbing too steeply, by failure of the engine, by terriiic wind gusts, or lack of skill of the operator, and when not corrected quickly enough, may result in loss of altitude, side slip or spin, or a Whip-stall or spin, lwherein the nose whips under and the airplane tends to get onto its back. v

To recover from a stall the airplane must regain its flying speed, and owing to the fact that the flight controls become increasingly ineffectual in proportion to the degree of stall some outside force is necessary to supplant or boost the regular controls to permit the pilot to force the airplane back into control, to recover it from its ,therefore this invention has been developed as pertaining to the tail group of the airplane, where it functions to apply a controlled and directed booster force at the point normally acted upon byv the force of the usual rudder and elevator airfoil control surfaces. This booster force is controlled and directed by the instant position of the rudder and elevators and acts in the identical direction and with the relative strength Aas would prevail were the said rudder and elevator airfoil controls eiTectuaL as will be further described.

Referring to the drawing the numeral (I0) indicates the tail end of a fuselage or Outrigger on which the tail group controls are mounted, (II) indicates the conventional tail wheel caster and (I2) and (I3) the vertical and horizontal stabilizer airfoil fins. The rnumeral (I4) indicates the rudder and (I5), (I6) and (Il) the usual hinge pins for pivoting the same.

The elevator unit is indicated by the numeral (I8), and the right and left elevators by (I9) and (20) respectively, which are rigidly attached to a common axle (2|) supported byiour bearing brackets, ythree of which are shown in the drawings as at (22), (23) and (24). A cam 55 bracket(25) is attached to the horizontal stabilizer iin (I3), the former supporting a cam (2E), the operation of which will be further described.

At the rear'edge of the rudder (I 4) a rocket gun (2l) is supported 4by a universalbracket (28). The gun is provided with ay cover plate (5I) and is adapted to receive an explosive chargev (29), which may be electrically ignited through the ignition wires (3D), which lead to a source ofpower, and a manual control switch conveniently located in the cockpit for operation by the pilot. Said power source and control switch are not shown in the illustrations. The universal bracket (28) is made up of a horizontally and 'vertically movable sections (29) and (30) which permit direction of the gun into proper firing position to right the airplane from its diverted course. Y Y The movement of the gun in a horizontal plane is effected by means of a link (3|) mounted inr a bearing member (32), said link being connected at one end through a universal joint to a gun arm (33) and at the rother end it is provided with a cam roller (34) which fits within the groove of cam (26). f

ItV will be noted from the construction illustrated that angular movement ofthe rudderl I4) about its hinge pins effects greater relative angular movement of the gunin the same direction, and when the rudder reaches its extreme lateral position, which is about of the central vertical plane of `the airplane, the gun is positioned at 90 to said plane as shown in Fig. 2. The relative angular movement of the lgun with respect to the Arudder is elected by movement of Athe link[(3I) and depends on the curvature of the lgroove in cam (26).

Thevmovement of the gun ina vertical planeis effected by means of the following instrumentalities:

AcamA (35) mounted centrally on the axle (2|) between the rightand left elevators (I 9) and (20), a vertical cam operated member (36) slid-` ably mounted in'uppe'r and lower bearing mem- `bers (31)' and (38) respectively, a sector (39),

pivotally mounted on an axis (40) and' providedv with an arm (4I) having av loose pivotal connection to the upperextremity of the vertically slid*-kv able member (36) and cables (42) and (43) which pass over pulley rollersv (44), (45), (46), (41) and (48)(andare connected to opposite ends of the circumferential surface of the sector (39) `and to the upper and lower surfaces of the gun to effect pivotal movement thereof about the trunnions (49) and (50). i y i This pivotal' movementof the elevators (I9) and (20) about their hinge pinseffects greater relative angular movement of the gun, until the elevators reach their extreme lateral position at which location the gun is positioned at to theA central horizontal plane of the airplane as shown inFig.1. l'

Thuswith the movement of the rudder and elevators in azimuth and elevation the gun is sol positioned Athat when its charge is ignited ther gaseous blast and resulting recoil effect provide effective substitute yfor the aero-dynamic force" which normally would be developed by the rudder and elevators if they were functioning properly. Having described my invention,` what I claim as new and wish to secure by Letters Patent is: 1. The combination with the controls of an airplane including therudder and elevator of a normally 'inoperative vgas Vproducing device under normal operating'conditions. l

mounted upon the trailing edge of the rudder I and movable in azimuth and elevation, said device having a gas outlet normally directed toward the rear of the airplane, means `associated with said gas device to render said device Yoperative, interacting means between the elevator, rud-` airplane including the rudder and anelevator,

a normally inoperativev vgas producing device mounted upon the trailing edge of therudder adjacent its rupper end, said device being movable in azimuth and elevation and having a gas outlet normally directed toward the rearcf the airplane, electrical .means associated with saidgas producing device tovrender `the ,latter operativa; and interacting means between the elevator, rudder andv gas producing device fordirectingvthe outlet of said device in azimuth and elevationk inaccordance with ,the movements of the rudder Y.

'andelevator .whereby when said rudder and elevator have become ineffective the recoil ,effecty ofthe gases generated by said gas producing device will have the same directive eiect upon the airplane as wouldthe rudder and elevator under normal operating conditions.r`

,3. VThe combinationwith'the controls-of an airfv plane including a rudder and elevator, of a normally inoperative gas producing ,devicel mounted upon the trailing vedge of the rudder and movable in azimuth and elevation, said devicey including` a charge holding cylinder closed at ,its inner end and having a gas outlet at itsv outerend, said 40, koutlet being directed toward the rear of the air-VK i plane, meansV associated with said gas produc-kk ing device to renderfthe'latter operative, andy interactingv means between the elevator, rudder and gas producing device for directing they outlet'ofsaid device invjgazimuth,j and elevation in accordance with the movements of said rudder.l

and elevatory whereby rwhen the rudder and elevator havebecome ineffective, the recoil effect of the generated gases will produce the same directive'effect uponthefairplane as would the rudder and elevator under normal operating conditions.

4{Ihe vcombinationwith the controls of an airplane including a rudderand elevator, of a normally inoperative .gas producing device mounted upon Vthe trailing edge of thenrudder and movable in azimuthv and elevation, Said device including a charge holdlngcylinder closed at its innerend and havingl a gas outlet at its opposite end, said outlet being directed toward the rear ofthe airplane, electrical meansassociatedv vwith saidfgas producing device ,and under the control ofthe operator to render the deviceoperative, a mechanism controlled by the rudder and elevator and coacting with the gas producing device to actuate said device in azimuth and elevationy in accordance with the movementsv of rudder and elevator, whereby when said rudder and elevator have become ineffective the recoil effect of the gases generated by the gas producing device will produce the same directive effect upon the airplane as would-the rudder 'and elevator 5..The combination with the controls kairplane including a rudder andelevator, of -a y75 ,l

normally inoperative gas producing device mounted upon the trailing edge of the rudder and movable in azimuth and elevation, said device including a charge holding cylinder closed at its inner end and having a gas outlet at its opposite end, said outlet being directed toward the rear of the airplane, electrical means associated with said gas producing device and under the Vcontrol of the operator, to render said device operative, a mechanism controlled by the rudder and elevator and coacting with the gas producing device to operate said device in azimuth and elevation in accordance with the movements of rudder and elevator, whereby when said rudder and elevator have become ineffective the recoil effect of the gases generated by the gas producing device have the same directive effect upon the airplane as would the rudder and elevator under normal operating conditions.

6. The combination with the controls of an airplane including a rudder and elevator, of a normally inoperative gas producing device mounted upon the trailing edge of the rudder adjacent its upper end and movable in azimuth and elevation, said device including a charge holding cylinder closed at its inner end and having a gas outlet at its opposite end directed` toward the rear of the airplane, electrical means associated with said gas producing charge and under the control of the operator to render said deviceI operative and interacting means between the elevator, rudder and gas producing device for directing the outlet of said device in azimuth and elevation in accordance with the movement of said elevator and rudder whereby when the controls are ineffective the recoil eiect of the gases generated by the gas producing device will have the same effect upon the airplane as would the rudder and elevator under normal operating conditions.

7. The combination with the controls of an airplane including a rudder and elevator, of a normally inoperative gas producing device mounted upon the trailing edge of the rudder and movable in azimuth and elevation, said device having a gas outlet normally directed toward the rear of the airplane, means associated with said gas producing device to render said device operative, and interacting means between the elevator, rudder and gas producing device for directing in azimuth the outlet of said device anticlockwise through an angle of with respect tc the longitudinal axis of the airplane and clockwise through an angle of 90 with respect to said longitudinal axis of the plane in accordance with the movement of the rudder and for directing said device through an angle of and in accordance with the movement of the rudder, whereby when the controls have become ineiective the recoil effect of the gas produced by the gas generating device will have the same directive effect upon the airplane as would the rudder and elevator under normal operating conditions.

CHARLES D. FA'IOR. 

